cbarry

The Type certificate of the aircraft was purchased not necessarily the traditional/Kerrville manufacturing process. Caveat Emptor!

Another possibly is:Ferry Pilot Services out Indiana (a little out of the way, but it's an aircraft and it doesn't know and it's just money, right?). Justin Ames at 765-473-2525. Please know that I have no personal experience with these guys, I'm just helping you with a starting point that hopefully will work out.

Correction--Top Gun, not Too Gun

You might try contacting the nearest Mooney Service Center to Minden. It appears to be Too Gun out of Stockton CA at 209-983-8082. Many times they'll have a pilot on staff or can serve as a good resource in searching for a pilot to serve in this capacity. Good luck.

Unless you buy it and plan on owning for your lifetime, the next potential buyer will be asking the same questions. This is not necessarily a deal killer, it simply reduces the marketability and thus the price.

Good topic and I agree that it's becoming easier and easier to become too reliant on the gadgets! For example, have any of you ever found yourself zooming in on the airport (on the moving map) so you could see it better only to realize you're already in the pattern? Now that's too reliant!

Since when did the Castro family agree to lessen their strangle hold on the Cuban population? The saying goes: "for a communistic country to move toward a democracy, the democratic country (that provides monetary aid...)must move toward communism."

It's Claroxan (a brand name) not Cloraxin

In addition to your mechanic, I believe I would ask the owner/s who put the 2500+ hrs. on it for their thoughts on how to treat the engine. They would seem to be a good source--if they're available.

The market on twins is pretty telling!

I wonder how much total time (retract complex time) the new prospective partner would need to get to be at the level of deductible the same as yours? Whatever that is, that's when I would consider the deal to be an equitable deal.

I agree it looks very similar to a panel spacer. Be thankful it dropped to the floor! I had one drop and land on top of the gear actuator breaker after a rough flight back from CO. Of course when I went to lower the gear, it popped the breaker (thank goodness the breaker worked as designed) and I had to use the emergency gear extension procedure. All of this ended up uneventful, but was just after some work by an avionics shop.

Tony, the red light can mean the gear is "unsafe"--at least on the "F" model and the "S" models I've owned. I'm sure you are correct on the prior to '74 model being discussed here.

If your craft has a one piece belly panel, it's very educational to drop the panel and take a look for yourself. If it doesn't have the one piece panel, then you should still be able to pull enough panels to still get a good look at the mechanism. If the "green" light switch were to stick in the closed circuit/on position (with the gear retracted) then you would have a false indication--thus the reason for the purely mechanical floor indicator (the only electrical switch for the floor is for the light that illuminates the "window"). The system has "one for all" indicator meaning that all gear is down or up.

Red light usually means "gear unsafe"--meaning the gear is not at either stop point (fully retracted or fully extended). A green light/lights usually means "gear safe"--meaning gear is extended. If I'm not mistaken, since all three gear are activated by the same system/gear motor, the indicator switch for the lights is on the activation tube behind the gear actuator/motor. Also, the indicator in the floor works on the same principle.

We could pay $1.00 more per gallon than pilots of other makes and still be considered more efficient.

This discussion reminds me of a bad habit a friend of mine that I used to fly with right seat is his CE340 got into. He started chopping power at about 5ft. off of the ground (during landing) in order to get a "braking" effect out of the flat-pitched props. This functioned quite well up to the point he started misjudging height above the ground. After having a few unexpected hard landings, he quickly realized that this extra trick was not wise. Landing a Mooney with half flaps works well for me. I'm now configured for takeoff (with only a slight trim adjustment) and when it's parked, half flaps helps non pilot passengers avoid stepping on them as they deplane.

They should be slightly concerned due to the lack of qualified bidders that turned out for the current model plane since the "return of Mooney production." They are probably going to need to expand their production for a basic model, unfortunately in a lower labor-cost (this is mostly due to lower manufacturing regulations) country to produce a model that syncs with the stage of emerging demand in the world market. They then can continue to make the high end models in the U.S.A. in a traditional custom hand made approach to meet the high end performance minded buyer. This exactly what many companies have done and continue to be successful. For example, Trek bikes builds it's high end carbon fiber performance based bikes in Wisconsin to the tune of well less than 50,000 units per year, but well over 1,000,000 units are built overseas and sold around the world--including the U.S. The bottom line is Mooney should keep their core product, but consider expanding into emerging market production in order to build a model that is similar to the models most of us started with or still fly because we're "sold" on them--the "J" for example.

If I'm not mistaken, there's more pressure coming from air flowing through the cowling than from around the cowling--especially as it pertains to where the cowl flaps are located. Thus, closing the cowl flaps is harder than opening them. The next time you're in cruise, watch the oil filler access door when you close the cowl flaps and you'll see the door rise/bulge ever so slightly. This indicates a rise in pressure inside of the cowling caused by closing off most if the exiting air.

You might want to take a look at "Takeoff Calculator" by Randy Gawer which is an application for I products.

It really comes down to time between point A and point B. Reducing the power results in lowering the gph rate, but on most trips the total fuel burn will be negligible as compared to "cruise by design" settings (in other words, our aircraft design exudes efficiency from nose to tail--so use it).

At least for DA calculation, wouldn't we want the more conservative temperature reading (probe mounted in open air/exposed to sunlight)?

The "N" should be LZRS1--short for Lazarus rises! The great Biblical story about perseverance!

I've performed this task two different ways and both work well. First, just leave one screw in but loose enough to allow the panel to rotate enough to be out of the way. Then rotate it back in place to insert the screws that were taken completely out. The second method is to attach a suction cup (an inexpensive household/bathroom suction cup with a hangar attachment works fine) to the panel before the screws are backed out. Then it's fairly easy to reattach the panel because it has a place now to hold while the screws are going back in.

Just remember: (1) The other control seat is occupied by a safety pilot who possesses at least a private pilot certificate with category and class ratings appropriate to the aircraft being flown.